We will cover the main points of the state’s bill, HB 2021, below. First and foremost, this legislation would formally define the three-class e-bike system in Hawaii.

Following the widely-accepted definitions in PeopleForBikes’ Model Legislation, Class 1 e-bikes would offer pedal-assist up to 20 miles per hour. Class 2 e-bikes could be self-propelled via a throttle up to 20 mph. Class 3 e-bikes would offer pedal-assist up to 28 mph and be equipped with a speedometer. The bill would require an e-bike to have operable pedals and a motor of no more than 750 watts.

HB 2021 would also define “high speed electric devices” as having motors over 750 watts and being capable of speeds exceeding 28 mph. It would ban these devices from public roadways, bike lanes, bike facilities, sidewalks, and other public areas. Class 1, 2, and 3 e-bikes, however, could be used on sidewalks with a maximum speed of 10 mph.

Continuing with age requirements, the bill would raise the minimum age for unsupervised operation of Class 2 and Class 3 e-bikes from 15 to 16, allowing younger riders to use e-bikes when accompanied by a parent, guardian, or other adult. Anyone under 18 would need to wear a helmet when operating a bicycle on streets, bike paths, or other public property.

Among the bill’s most unique measures is the establishment of “safe riding behavior” requirements for e-bike riders. E-bikes would generally need to be operated with all wheels on the ground, with the rider facing forward and seated normally. Stunts such as wheelies, riding on handlebars, standing or kneeling on the seat, and other reckless maneuvers would be prohibited on public roads.

Additionally, e-bike manufacturers and sellers would need to add labels showing the bike’s class, top motor-assisted speed, and motor wattage. Any sellers shipping to Hawaii, including those operating online, would need to disclose whether a model is legal for public roads, sidewalks, or bike lanes. If bike makers or retailers violate these requirements, the state Department of Transportation could fine them up to $500 per infraction.

The bill would also keep e-bikes subject to Hawaii’s existing permanent registration requirement and $30 registration fee, though registered bikes would not need insurance. Those without registration would be prohibited from operating an e-bike on a public road, sidewalk, or bike path. Those who fail to comply could receive a citation or temporary impoundment of their bike.

The bill also cracks down on the use of high-speed electric devices by students. Electric motorcycles and similar devices with “ghost pedals” would be prohibited on all public K–12 campuses. Following the previous provisions for registration, public high schools could require county registration and decals for e-bikes brought onto campus.

As of April 24th, the bill was in conference committee, where members recommended it pass with amendments.

Our Take:
This bill is the latest in a series of sweeping legislative changes affecting e-bikes and higher-powered e-motos. More and more states are aiming to better divide and define these groups of devices for the sake of safety. The trend was prompted by an increasing wave of complaints, accidents, and injuries related to e-motos and their reckless use by young riders.

We support Hawaii’s efforts to encourage safety and create new definitions for various types of mobility devices. We do not, however, support the push for e-bikes following the 3-Class system to be registered, since this treats them more like cars and less like bicycles. It makes much more sense for e-motos and other high-power devices to require registration, since they are more likely to be traveling at high speeds around automobile traffic.

Following in the wake of similar motor power increases from brands like Specialized and Amflow, riders with Bosch’s Performance Line CX and CX-R mid-drives have access to the Performance Update 2.0 starting on May 4th. With this OTA update, users can increase their torque output to 120 Nm and raise support to 600% in Race, Turbo, eMTB+, Cargo, and Auto modes through the Bosch Flow app.

In contrast with some of its competitors’ approaches, Bosch says the goal of this update is not simply to make the motor more powerful all the time. Instead, the software is designed to recognize challenging moments and deliver short bursts of peak support only when needed.

This situation-specific power delivery will be enabled when riders encounter steep or technical terrain. Bosch expects that it should help preserve the pre-update range and reduce drivetrain wear by allowing the system to return to a more efficient level after the more demanding section is behind.

The company is also adding a new Live Data Interface that can pair with third-party GPS bike computers. Garmin is Bosch’s first partner, but fitness watches, smart glasses, helmets, apps, and other products from other brands might also work with this technology in the future.

Right now, certain Garmin Edge cycling computers can connect to Bosch-equipped e-bikes via Bluetooth. At the time of writing, supported Garmin models include the Edge 550, 850, and 1050. The Edge 540, 840, 1040, and Edge MTB are also compatible, with integration available through Garmin’s public Beta program.

Once an Edge is connected, the Garmin display will show essential e-bike data, including rider power, cadence, and speed. Other metrics, such as total distance, battery charge percentage, remaining range, and the status of Bosch’s eBike Lock theft protection feature can also be seen.
When implemented, a smart Range feature will be able to show estimated remaining distance based on the rider’s planned course.

By allowing its systems to pair with Garmin devices (and those from other brands), Bosch aims to give more flexibility to its users. It allows Bosch-equipped e-bikes to use the rider’s preferred digital setups instead of forcing them to use only its proprietary hardware or the Flow app. It is also more economical, as it doesn’t require a separate power meter to be added.

Additionally, Bosch announced a few upcoming features and products. Later this year, it will release a 12A charger capable of charging three times faster than its current 4A chargers. The brand claims its ultra-fast charger will be able to charge a PowerTube 800 battery to 50% in just an hour. The device should be available toward the end of 2026.

At around the midpoint of this year, riders will also be able to adjust the length of the overrun of the Extended Boost feature with some motors. The overrun for each riding mode will be able to be customized separately in the eBike Flow app, providing up to 2.2 yards of extra power for overcoming technical sections with enough room for only a partial pedal stroke.

Finally, a Drivetrain Tensioner feature will soon be available for the Performance Line CX and CX-R motors. which will improve motor response for improved control and performance in technical sections when in eMTB+ and Race modes.

Our Take:
While Bosch has, relatively firmly, placed itself on the side of delivering natural-feeling pedal assist that doesn’t entirely supplant rider effort, the Performance Update 2.0 seems to be the company’s way of acknowledging consumer demand for more power.

We’re curious to experience the updated programming to see how the power delivery feels. Having experienced high-torque motors from Bosch’s rivals, the 120 Nm maximum sounds promising—as does the Garmin integration, Drivetrain Tensioner feature, and customization for Extended Boost.

Bosch’s continued development and commitment to the refinement of its products shows why the brand is a staple among high-end e-bikes. As demand for higher power output grows, there now seem to be two camps: one in favor of pushing limits and another that prefers a more conservative approach. The Performance Update 2.0 seems to be a way to stand in one camp while perhaps luring riders from the other.

This partnership between Tern and BikeInsure is a multi-year agreement designed to give Tern customers easier access to dedicated e-bike insurance. Considering that electric bikes are often excluded from homeowners and auto insurance policies, owners without standalone insurance may be left without meaningful protection for their high-value e-bikes.

While Tern has an excellent warranty that accompanies its products, the program is also meant to fill a gap that standard manufacturer warranties do not cover. A warranty may cover defects in materials or workmanship, but it typically does not cover theft or accidental damage—both things that are covered under BikeInsure’s plans.

Steve Boyd, Tern’s GM in North America, said, “Electric bikes represent a meaningful investment, and customers want clarity on how to protect that investment from unexpected events. Our collaboration with BikeInsure simplifies that decision with a two-minute enrollment for a dedicated electric bike insurance solution covering new and previously purchased Tern e-bikes, including valued non-stock accessories. This approach allows Tern customers to enjoy their bikes with greater peace of mind and ride with confidence.”

Since BikeInsure’s coverage is a standalone policy, claims are handled directly through the company, and therefore, do not affect a rider’s homeowners or renters insurance policy. The company claims to have a streamlined claims process that can help customers repair or replace their bike quickly after a covered loss. Additionally, its deductibles are reportedly low, though we expect that will vary depending on the bike in question.

BikeInsure offers plans for many new and previously-purchased Tern e-bikes, allowing riders who already rely on the company’s folding or cargo e-bikes to get coverage. Signup is designed to be fast and simple; those interested can get more information through the Bike Insurance page on Tern’s website.

Our Take:
While we don’t support e-bike insurance being made mandatory (this is a separate issue), we’ve received a variety of questions and comments from readers and viewers who are interested in getting coverage. After all, an e-bike is an investment that most riders would be upset to lose. Plans such as those from BikeInsure could offer peace of mind for many consumers.

Considering that Tern’s products are often relatively high in cost, it makes sense for the brand to partner with an insurance company that can offer plans to owners of its premium e-bikes. It’s encouraging to hear that BikeInsure is putting a focus on the user-friendliness of its application and claims process. We hope to hear that the company follows through on providing a useful, affordable, and easy solution for e-bike insurance.

RUX, a maker of soft, weatherproof storage bags and containers, sent us their small Cooler Cube to try out. This cooler/lunchbox can fit food and/or beverages—up to a full 6-pack—keeping them cool and dry until the end of your ride.

The cooler uses a dry-bag design and durable construction, and is made of nylon fabric coated with heavy duty polyurethane. It also uses memory foam to create an insulating barrier and protective layer for the goods stored inside. This construction allows it to pack flat when needed while effectively keeping its contents cool and protected.

• Carries 5L
• Four can fit into a 25L RUX Cooler Bag or RUX Bag
• Measures 8.6 x 6.3 x 6.3 in
• Features multiple lash points for various ways of mounting it or tying it down
• Compatible with a shoulder strap or silicone straps to wrap around a handlebar
• Available in 4 colors
• Costs around $80

• How can I ensure a bike’s reliability, longevity, and serviceability?
• Why do we sometimes review products that fall outside the traditional three-class system?
• What city e-bike is best for a rider seeking low weight, a throttle, integrated tech, and at least 25 miles of range?
• How does the Velotric Tempo compare to the Velotric Breeze 1?

Riese & Müller, the German maker of premium urban and cargo e-bikes, has announced it will fully withdraw from the US market on July 31st of this year. The company first paused US shipments back in August 2025 due to tariff volatility, specifically a 50% tariff on steel used in e-bikes.

While that particular tariff has since been removed, the damage to long-term planning was already done. R&M cited “persistently challenging and increasingly volatile market conditions” as the driving force behind the decision. Canada, Australia, and New Zealand are not affected by the decision.

The US withdrawal will be structured to protect existing dealers and customers. Dealers will retain access to components, technical documentation, and support after sales end, and all warranty obligations will be honored. Orders can still be placed through July 31st, after which remaining dealer inventory will sell until it’s gone.

Our Take:
From our point of view, this decision is not a surprise, though it is disheartening. After last August’s pause in imports, the writing was on the wall for Riese & Müller. Tariff whiplash makes it nearly impossible for foreign brands to plan inventory, pricing, or distribution with any confidence.

R&M follows a similar path to Stromer, who made comparable statements before their own US exit. While the two companies are different, our staff’s experiences and difficulties in trying to source Stromer parts leads us to urge caution with any Riese & Müller purchases.

California has two separate bills moving simultaneously through its legislative process. AB 1557 would drop Class 1 and 2 e-bike speed limits from 20 mph to 16 mph and cap motors at 250W nominal, a dramatic reduction from the current 750W limit. Cargo e-bikes, however, would get an exception, still allowing motors up to 750W.

Additionally, the bill would make it illegal for manufacturers and retailers to make or sell e-bikes with motors that can exceed 750W. Companies that break this law could be punished with a fine of up to $15,000 with their first offense—and up to $50,000 for each future violation.

Current law prevents riders younger than 16 from using Class 3 e-bikes, but this bill would prevent kids in this age group from using any e-bikes that exceed 250W nominal.
Supporters of this bill are mainly medical groups and some cities, while opponents include most bicycle advocacy groups and retailers. The bill passed unanimously in California’s State Assembly and is now moving on to be heard by the Judiciary and Appropriations Committees.

Meanwhile, California’s SB 1167 aims to clarify e-bike and moped definitions. It prevents vehicles with motors exceeding 750W, throttle speeds above 20 mph, pedal assist that exceeds 28 mph, or the ability (as intended by the manufacturer) to be modified to do any of these things from being advertised, sold, or labeled as an e-bike.

The bill also replaces the definition of a motorized bicycle, now referring to them as mopeds. By the included definitions, a moped is considered a two- or three-wheeled vehicle with strict motor power limitations (4 brake horsepower). They are also specified as being designed for highway use, with speeds not exceeding 30 mph.

A third change is the addition of electric motors to the definition of a “motor-driven cycle.” These vehicles now include those with motors under 3,750W that produce up to 5 brake horsepower.
This bill was introduced by California Senator Catherine Blakespear and was developed in conjunction with PeopleForBikes, CalBike, and other industry-related groups. At this time, SB 1167 passed in the California Senate Transportation Committee, and now moves to the Senate Natural Resources and Water Committee for consideration.

Our Take:
With a bill in Minnesota similar to SB 1167 currently in the works, we find California’s approach to be cleaner and more respectful to current e-bike classifications. E-bikes and e-motos need separate definitions that respect lawful users, makers, and sellers of each product—not laws that hamper one type in an effort to curb the other.

It is somewhat perplexing, however, that the two CA bills are moving simultaneously through the state’s legislative process with such different—and seemingly contradictory—approaches.

To be clear, we do not support the restrictions put forth by AB 1557. While similar to current EU regulations, the enactment of this bill could decimate e-bike use in California, make similar restrictions in other states more likely, and make it much more difficult for manufacturers to make and sell e-bikes that meet varying restrictions in different states.

In Illinois, SB 3336 would require riders of e-bikes and e-motos capable of exceeding 28 mph to carry a driver’s license, registration, title, and insurance. Class 1 and 2 e-bikes would remain largely unchanged, though riders would need to be at least 15.

Additionally, the bill would require other mobility devices, such as electric scooters, skateboards, and unicycles, to be limited to 28 miles per hour on roads, paths, and sidewalks. It would mandate that riders of these devices be at least 16 years old.

This bill was created by the Illinois Secretary of State Alexi Giannoulias as part of his Ride Safe, Ride Smart, Ride Ready campaign. The operation seeks to update the state’s laws and improve education and training around micromobility.

Giannoulias commented about the bill, saying, “As these devices become faster, heavier and more powerful, our laws must keep pace to protect riders and the public.This initiative closes dangerous regulatory gaps, creates uniformity across Illinois communities and ensures riders understand the responsibilities that come with high-speed electric devices. We’re replacing a confusing patchwork of local rules with clear statewide standards that prioritize safety.”

As of the writing of this post, the bill passed the Senate unanimously in a 54-0 vote, and is now headed to the House for consideration. If enacted, the law would go into effect on January 1, 2027. Importantly, e-bikes and e-motos purchased before that date would be exempt from the title requirement.

Our Take:
While this bill’s proposed action is relatively sudden and strong, the move to require users of high-speed e-bikes and e-motos to carry insurance, registration, etc. makes sense. After all, these products are different from, and potentially more dangerous than, e-bikes restricted to the Class 1, 2, and 3 limits of 20 and 28 mph, respectively.

Ultimately, the range of different e-bike-related bills currently being considered in various states underscores the need for a unified approach to their regulation. Federal definitions and laws governing e-bikes and e-motos would make it easier for brands to make and sell their products, while giving consumers some relief in knowing that the products they buy are legal in their areas.

It’s no secret, E-bikes are heavy. That’s just the reality, and it’s why vehicle racks that aren’t rated for e-bikes aren’t a good solution when you’re trying to load more than one or two of them. The VelociRAX 6 Max was built with that problem in mind; it hauls up to six bikes using a roll-in, roll-out system that eliminates lifting (almost) entirely.

Each tire basket supports up to 100 lbs, the total rack capacity is 300 lbs, and it handles wheels from 20-29 inches with tires up to 3 inches wide. So whether you’re mixing e-bikes with kids’ analog bikes for a family trip or hauling a group of riders to a trailhead, it’s likely going to cover the load. It mounts to a 2-inch Class 3 hitch, locks with a keyed hitch pin, and includes a garage-mount bracket for home storage.

There are a few things to know going in. The rack itself weighs 98 lbs, and getting it back to vertical when fully loaded with e-bikes can be difficult, but leaving the last bike off until it’s upright makes it manageable. Fender compatibility is also an issue right now, which is worth noting given how many commuter and cargo e-bikes run fenders.

Otherwise, the 6 Max’s no-lift loading is the headline feature; it’s built to match the demands of carrying large and heavy e-bikes. At the time of writing, it runs $1,179.

• How should I store my bike and care for my battery in winter?
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• Would we be more likely to recommend the Aventon Aventure M or one of Aventon’s Level 4 models (the rear-hub REC or mid-drive ADV) to a rider looking to handle city riding, steep hills, and some off-roading?

The new Turbo Vado 3 EVO, a more robust and off-road-friendly version of the bike, comes in three trim levels: the 4.0, 5.0, and 6.0 models. All three use the 250W Specialized 3.1 mid-drive with 810W of peak power and 105 Nm of torque, and are powered by fully integrated but removable 840 Wh integrated batteries.

Additionally, the bikes come in four frame sizes, fitting riders from 5’1” to 6’4”. They feature suspension forks with 120mm of travel, 40mm suspension seatposts, and 27.5×2.6” Specialized Hemisphere all-terrain tires. All trim levels include an MIK-HD rear rack and are compatible with optional MIK front racks. They also feature 4A fast chargers, with the claim of reaching 80% charge in less than an hour.

The Vado 3 EVO offers built-in compatibility with Apple Find My and pairs with Apple watches for heart rate monitoring, ride tracking, etc. All trim levels include some form of integrated security, along with custom stem/handlebar setups with stem-mounted color displays. As with other Specialized e-bikes, motor tuning is available via the Specialized app.

There are a few key differences between the three trim levels:

The 4.0 model includes an SR Suntour suspension fork, two-piston Shimano MT200 hydraulic brakes, and a 9-Speed Shimano CUES drivetrain. This version features a standard color display, and a basic battery and motor lock. Its starting price is $4,500.

The 5.0 is also equipped with an SR Suntour fork, but includes upgraded four-piston Tektro T5040 hydraulic brakes with 2.3mm thick rotors and an 11-speed Shimano CUES drivetrain. It also features a hi-res touchscreen display with wireless phone charging via an integrated quadlock mount. It comes with an additional integrated wheel lock and has a price of $5,200.

At the high end, the EVO 6.0 offers the most robust component package. It features a RockShox Psylo suspension fork, four-piston SRAM DB6 hydraulic disc brakes, and a 12-speed SRAM S1000 Eagle AXS drivetrain with electronic shifting. Like the 5.0 model, it includes a touchscreen display and quadlock phone mount, but also includes a digital lock bypassed via the app or a security PIN, as well as an integrated rear-facing radar system. This version of the bike costs $7,000.

Specialized also released a non-EVO version of the Vado 3 that isn’t (or isn’t yet) available in the US. Instead of the EVO version’s full 27.5” wheel setup with 2.6” tires and 120mm of suspension travel, it offers a relatively unique (for a commuter) mullet setup with a 29” front wheel and 27.5” rear wheel. Its 2.3” tires are narrower, and its fork travel is more conservative, at 90mm.

Our Take:
This bike—especially the 6.0 trim level—looks extremely promising! In our experience, Specialized’s e-bikes always feel incredibly ergonomic and precise, and we have no reason to expect anything different this time around.

Specialized’s 3.1 mid-drive is powerful, offering the torque and peak output to make pedaling both natural and easy. The new integrated tech, like the radar system, is both cool and practical. Admittedly, it does feel a bit odd that Specialized has leaned hard into Apple technology instead of something more universal.

With brands like Aventon and Velotric recently stepping up their game with models like the Level 4 ADV and Discover M, respectively, it will be extremely interesting to see how the Vado 3 EVO’s performance compares. Will Specialized still have the edge against these more affordable models? Only time—and testing—will tell.

At the present time, Velocomp is known primarily for two handlebar-mounted performance optimization devices called the PowerPod and Aeropod. The former is a wireless power meter that pairs to a bike via ANT+ and measures rider effort in both legs. The latter is a similar device that measures aerodynamic efficiency, helping riders optimize their position, clothing, etc.

The company’s newest technology, called PowerBoost, goes in a different direction. It is designed as an alternative to torque sensors, being easier and more affordable to produce—while touting a similarly natural feel. In contrast with torque sensors, Velocomp’s PowerBoost technology is integrated into a handlebar-mounted display, where it’s more accessible and less prone to getting splashed than bottom-bracket-mounted torque sensors.

Velocomp’s CEO, John Hamann, explained the technology by saying, “PowerBoost delivers expensive torque sensor performance without the cost and complexity of traditional torque sensors. PowerBoost applies our proven and patented combination of accelerometer, air pressure, and barometric sensor technology to deliver enhanced e-bike performance and high reliability. Among its many features, e-bikes with PowerBoost offer slope-adjusted starting motor torque, deliver an easy, natural pedaling experience irrespective of wind and hill conditions, and display real-time slope and wind speed information.”

Velocomp has partnered with AVS Mobility to produce components with PowerBoost built-in. They can be added to any e-bike and are commercially available to bike manufacturers for around $40.

Our Take:
Having witnessed the rise of torque sensors to their nearly-ubiquitous current status, we haven’t thought much about their alternatives—or what might come next—before reading about the PowerBoost system.

Like most pieces of new technology, it’s highly intriguing, and we’re curious how natural a pedal assist system using PowerBoost would feel. If it truly is more affordable and easier to produce, it’s entirely possible that it will become more widespread, though it’s hard to imagine that torque sensors wouldn’t have some advantage or tradeoff to make them worth their higher price.

We are hopeful that we’ll have the opportunity to test e-bikes with this technology in the near future!

Last fall, Guardian Bikes, a US-based manufacturer of primarily children’s bicycles, proposed up to a 50% tariff via Section 232 on imported steel and aluminum products. If approved, this tariff would have applied to the majority of imported bike frames and many of their components..

Following Guardian’s request, members of the bike industry responded strongly to the company’s proposal, submitting over 1,300 comments that opposed it. Both individuals and industry-related groups also reached out to lawmakers and the Department of Commerce, encouraging them to reject the implementation of this request.

Last week, the White House released an updated list of products affected by Section 232 tariffs, which did not include bikes. E-bikes, e-bike parts, and exercise bikes were also removed from a steel tariff list. Some small bike-related parts still remain affected, however, including steel chains, chain parts, hardware, tools, bearings, etc.

PeopleForBikes stated that the proposal to tax bike and e-bike frames was “completely terminated.”
The group’s statement continued, saying, “There will not be future rounds of inclusion requests. Instead, the Secretary of Commerce and U.S. Trade Representative are authorized to monitor imports, periodically assess the progress of Section 232 tariffs towards achieving their stated goals, and consider input from trade groups and other stakeholders in determining whether additional derivative products need to be added or tariffs adjusted.”

Our Take:
This is a huge win for the bicycle and e-bike industry! Of course, it would be better if all bike and e-bike components (including chains and bearings) were left out, but those are relatively small potatoes in comparison to frames and other large components. Had such foundational elements been subject to massive tariffs, prices could have risen dramatically.

This turn of events is evidence that speaking up works, and we’re hopeful that e-bike prices will remain stable—and most importantly, affordable—for the foreseeable future.

We’re happy to keep you informed on trade issues that can affect e-bikes and their prices, and we’re grateful for your support in voicing your concerns and opinions to those with more decision-making power.

After testing various types of handlebar-mounted phone holders, the PNITRI phone mount has become our preferred choice. It’s cheap, lightweight, secure, and it attaches in seconds. It attaches via a threaded clamp with rubber inserts that twists to tighten, and features a toggle lock to keep phones held tightly in place.

Additionally, the mount uses a ball joint, allowing users to change the angle of their phone once secured. Admittedly, it can sometimes rattle and move while riding, but no more than other models we’ve tested. Its convenience and affordability are nearly unbeatable! We think it’s hard to go wrong with the mount’s list price of around $13.00.

• With Griffin now gone, how will we conduct our Brake Tests going forward?
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• How well does the Level 4 ADV’s automatic shifting feature work?
• How does the Velotric Discover M compare to the Aventon Level 4 ADV?